Bad: Body is still not 100 percent rigid. Can get a little floaty and unsettled on undulating roads. Big hits reach cabin. Tightish back seat. Small boot. Restricted vision.

Verdict: Feral cat.

Stars: 4.5 stars (out of 5).

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Even the hoi polloi can afford a Jaguar these days. Which, of course, is the plan.

Cost-conscious Ford engineering is now infused throughout Jaguar. Look no further for proof than the recently released base model X-Type, which has (Drive would like to warn Jag traditionalists that they may find the following offensive) a front-drive layout, 20 percent Mondeo genes and a $54,000 pricetag.

It's heartening, then, to see that the accountants from Blue Oval Central are also occasionally willing to allow the Coventry luds to do what they have always done best – build wickedly quick road-burner sedans.

The new S-Type R sedan is propelled by a 4.2-litre supercharged V8, which goes off with a mighty big bang. Try 298kW of power at 6100rpm and 553Nm of torque at 3500. Kaboom, indeed.

Priced at $162,000, the Type R also undercuts the M5 and E55 by more than $30,000.

At the other end of the S-Type range is the 150kW 2.5-litre V6, at $85,500.

The 179kW 3.0 V6 is carried over ($97,500 for the SE; $101,500 for the Sport), while the naturally aspirated 224kW 4.2 V8 is also available in SE and Sport variants, both priced at $112,000.

Common to 2002 S-Types is a strengthened body, a six-speed adaptive ZF automatic transmission, upgraded brakes with emergency assist and skid correction, a redesigned dash and new seats.

New double-wishbone front and substantially modified rear suspensions are tuned for more sporting dynamics. Much of the running gear is located on subframes at both ends, while aluminium alloy components contribute to more precise control and a small overall weight reduction.

The R gets some specific hardware, including stiffer springs and electronically controlled dampers, with front and rear rates automatically varied according to speed and cornering position.

The 4.2 is a stroked version of the 4.0 V8, used in the current XJ and XK ranges. Its Eaton supercharger has twin intercoolers; other modifications to the supercharged engine include forged pistons with oil cooling jets plus twin fuel pumps and air box inlets.

Performance is outrageous. There's idle to red-line grunt, but when it hits 3000rpm the R becomes a missile. It would be very easy to lose your licence in this car, because even with a relatively light right foot it quickly reaches go-to-jail speeds.

One leg of the test involved driving back from Brisbane on the Queen's Birthday long weekend, which meant double points for any indiscretion. I dreamed of autobahns, competent drivers and a post-convict-era approach to law enforcement to relieve the purgatory.

The V8 is beautifully smooth, while the blower's whine under load is a delicious, mean sound.

The ZF six-speeder is a more coherent, effective transmission than the four-speed clunker found in some other luxury cars. Shifts occur when you want them, rather than at random.

Its programming accurately matches the vast reserves of performance at its disposal. This allows you to drive the R in a docile, relaxed fashion, with the revs rarely rising above 3000.

Use the pedal with more purpose and it selects this shift point as the minimum, running the V8 well into its prime. If you hit the Sport button, it will push each ratio to redline and hold it at the top end for a while after you back off.

The J-gate selector is more clumsy than the straight fore-aft sequential shifters in its rivals, but the changes are reasonably quick and seamless. Sixth is locked out in manual mode.

The R has that planted, hunkered-down road stance typical of big, sporty Jags. It weighs a substantial 1.8 tonnes and carries this weight with surprising agility and grace through corners, where grip is sensational.

There's a touch of initial understeer before the car settles into a neutral attitude; the steering itself is direct, light and, by luxury sedan standards, reasonably communicative.

On undulating surfaces, the R loses some poise – the slightly under-damped front end can't quite control the car's mass. There's some float and bounce, while choppy bitumen can also send a shudder through the body and the steering.

Despite the updated S-Type's increased body rigidity, it is still less solid than its German rivals.

Ride comfort, however, is pretty good considering the very aggressive wheel-tyre package, and the R is civilised enough to live with on a long drive. Initial compliance is fine; only on particularly nasty bumps and potholes does harshness reach the cabin. The tyres are quite noisy on coarse bitumen.

The brakes are superb in feel, progression and power.

Like others in the range, the driver's seat has a new rigid magnesium frame. Gorgeous leather, deep contouring and substantial cushion and backrest bolstering provide great comfort and support.

Large lads might find the cushion bolsters a bit squeezy. Power adjustment, with two memories, is fitted, while the wheel is also power-adjustable for height and reach.

The dash also uses a magnesium frame. It is redesigned for 2002 along the lines of the big XJ sedans, with all the Jag cues – birdseye maple veneers, the wing profile and compact, efficient control layout. Instruments feature racing green dials with slim, elegant needles.

A couple of new tricks include an electronic handbrake and adjustable pedals (available as an option.) The R's standard equipment list includes six airbags (including new side curtains), full leather upholstery and trim, dual automatic air-conditioning, a six-CD stacker in the boot, cruise control, trip computer and gas discharge headlights with automatic levelling.

Servicing for three years is included in the purchase price.

The sophisticated ultrasonic system monitors the weight and seating position of the driver and front-seat passengers to determine whether and how the airbags are deployed in a crash.

Vision is slightly restricted by the narrow windows and high sills and the thick centre pillar can also make it a bit hard to get a clear view when looking left.

Tall occupants up front will compromise rear leg room to the extent that similarly sized passengers will have their knees up against the seat backs, while foot room under the front seats is also quite tight. Headroom is sufficient for those up to 185cm.

The seat itself is shaped for two, comfortably padded and supportive. Three lap-sash belts and head restraints are provided.

The boot is long but shallow and skinny. A small porthole allows long objects to be carried. Under the floor are the battery and space-saver spare.

This select class of Euro super sedans has no dud drives. All have blistering performance delivered with stealthy refinement; taut, sporty dynamics – tempered a touch by their sheer size and the need for a livable ride; plus full-house luxury interiors.

The absolutely exhilarating S-Type R raises the performance stakes – and is a steal at the price. Jaguar might be making front-drive pussycats these days, but it can still do a sabre-toothed special with great conviction.